Concrete structure



Sept. a

w. F. DARBY CONCRETE STRUCTURE Filed Feb..11, 1926 4- Sheets-Sheet 1 Sept. 21 1926.

w. F. DARBY coucama STRUCTURE Filed Feb. 11, 1926 4 Sheets-Sheet 2 I Sept. 21 1926.

F. DARBY CONCRETE STRUCTURE 4 Sheets-Sheet 3 Filed Feb. 11. 1926 Sept. 21 1926;"

W. F. DARBY CONCRETE STRUCTURE Filed Feb. 11, 1926 4 Sheets-Sheet 4,

Patented Sept. 21, 1926.

v UNITED STATES PATENT OFFICE.

WILLIAM F. DARBY, F JACKSONVILLE, MISSOURI.

CONCRETE STRUCTURE.

Application filed February providing for efiective travel of automobiles and the like, alsomakes provision for the travel of threshing outfits,: tractors and the like without the necessity of removing the field lugs and also wherein provision is made for horse-drawn traflic, pedestrians and road police.

An additional object of the invention is to provide a roadway structure which Will effectively take care of increasing heavy trafiie with aminimum of cost and assuring maximum efficiency in safety and upkeep and more particularly in repairs.

A further object of the invention is to provide a concrete structure especially adapted for use in connection with the building of roadways wherein effective means are provided for drainage and wherein provision is also made to permit fast traveling vehicles to readily pass other vehicles traveling at a slower speedwitli safety to both together with means to facilitate the loading and unloading of passengers and freight.

A still further object of the invention is to provide a concrete structure reinforced in a manner to assure full tensile-strength of both the concrete and reinforcement and especially to effectively withstand direct pressure upon the concrete structure.

11, 1926. Serial No. 87,663.

otherwisemore convenient and advantageous forms, as will be hereinafter more fully set forth.

The novel features of my invention will hereinafter be definitely claimed.

In order that my invention may be the better understood, I will now proceed to describe the same with reference to the aecompanying drawings, wherein Figure 1 is a transverse sectional View of a roadway constructed in accordance with an embodiment of my invention;

Figure 2 is a fragmentary view in top plan illustrating the means for coupling or connecting adjacent sections of the rails of a trackway;

Figure 3 is a longitudinal sectional view taken through one of the rails as illustrated in Figure 2; a

Figure 4 is aview in top plan of a link employed between adjacent sections of a rail;

Figure 5 is a vertical sectional view taken through one of the side plates coacting with adjacent sections of a rail;

Figure 6 is a view similar to Figure 5 showing a form of side plate adapted for use with rail sections provided with curbs;

Figure 7 is a fragmentary transverse sectional view with parts in elevation of a roadway constructed in accordance with an embodiment of my invention and illustrating a means for drainage; 1

Figure 8 is a fragmentary view intop plan of the structure as illustrated in Figure 7 r a Figure 9 is a view in perspective of an end portion ofa rail section provided with a curb; a

Figure 10 is a view in perspective of a second form of rail section as herein employed;

Figure 11 is a view inelevation, with a central portion removed, of a member for V connecting rails of a trackway; v

Figure 12 is a view partly in elevation and partly in section of an eye bolt, as herein employed; 1 v Figure 13. is a view in top plan of a poption of a roadway showing means to facilitate the loading and unloading of passengers and freight;

Figure 14: is a fragmentary view in top plan and partly in section with portions indicated by broken lines illustrating a means for drainage;

Figure 15 is a fragmentary view in top plan of a roadway embodying siding tracks and illustrating the draining means assocr ated therewith;

Figure 16 is a vertical transverse sectional view taken through a rail constructed in accordance with another embodiment of my invention;

Figure 17 is a view in top plan and of somewhat atdiagrammatic character of the reinforcement as comprisedin Figure 1.6;

Figure 18 is a transverse vertical sectional view taken througha rail constructed in accordance with astill further embodiment of my invention; y r

Figure 19is' a view in top plan and also of somewhat a diagrammatic character of the reinforcement as embodied in Figure 18.

Figure 20 is a view inend elevation and of somewhat a diagrammatic character illustrating a still further type of reinforcement which may be employed.

As is particularly'illustrate'd'in Figures 1 to 6inclusive,' I disclose a highway provided at each side with trackways, each of said trackwayscomprising the rails Rand R, therail Rbeing disposed along theside of the highway. Each of these rails may be initially cast into sections of desired length and setwithin suitable excavationsprovided along the roadway or may be m olded'at the work, the same being determined by conditions surrounding the road constructon. In the latter method the soil may be used as a part of the form for the rail by packing the concrete mixture therein.

Each of'the rails, as herein tllSClOCGCl, formed of a suitableconcrete mixture and is provided'lengthwise along its upper surface with a groove or channel 1 which is adaptedto be filled with suitahle'road surfacing material, oi" an asphaltum or other characteig and which provides a tread upon which is adapted to traverse automobiles or kindred motor driven vehicles. Eachof the. outer rails R along its outer longitudinal margin is formed to provide an upstanding curb 2 which serves effectually as a guide to assure the proper travelof-a v hiclealong a trackway. i

In the embodiment of my invention as particularlyillustrated-in Figure 1', each of the railshas embedded therein a reinforcement formed" of a reticulated or wire mesh ofdesired g'augeand which isforined to provide the 'iipstanding side walls?) and a bottom wall at provided at its transverse; center with an upwardly :-'disposed and relativel high corrugation 5 and at the opposite side of such corrugation with the smaller corrugations 6. In applying the reinforcement, the adjacent end portions are adapted to overlap so that it will be assured that such reinforcement is continuous throughout the rail and especially when the rail is molded orformed directly in the roadway.

It is to be noted that the walls of each of the grooves or channels I of a trackway are roughened so as to provide means to prevent the surfacing material or tread 7 within such groove or channel crawling when under pressure of a vehicle traveling thereon. It is also to be noted that the side walls of each of the grooves or channels 1 are undercut to further facilitate the requisite maintenance of the surfacing material or tread in applied position.

By providing the rails R and R with the grooves 1 in which the tread or road surfacing material 7 is placed, it will at once be obvious that such tread or road surfacing material can be readily replaced or repaired at various points therealong as may be required without the necessity of tearing up the roadway or materially retarding or hindering the trafficover the roadway.

The roadway between the rails R and R constitutes ordinary road material and affords surfaces over which threshingoutfits, tractors or the like may travel and especially when :the wheels of such outfits are provided with field lugs and under which conditions it is not necessary to remove such. lugs.

-. As illustrated in Figure 1, it is to be understood that there are two trackways to permit vehicles to travel in both directions and it is to be understoodthat if desired there may bet-extended between thetrackways a sin le rail constructed in accordance with the rail R on which may travel motorcycles and particularly when operated by highway police. There may also be pro vided as it is thought to be obvious outwardly of either or both of the trackways asuitable walk for pedestrians.

It is also to be noted that the inner face of each of the curbs 2 is inclined upwardly and outwardly-so thata motor driven vehicle may readily pass thereover when it is desired to enter a parking space'to one side of the trackway.

Theparticular formation of the corrugation in each of the rails R and R serves to strengthen the rail both laterally and longitudinally and thus assures utilization of the full tensile-strength of the rail not only for width and depth of the rail but'also for aconsiderable distance longitudinally from the direct point of pressure from above.

It is tobe understood that I do notcon fine myslfto any particular material foi filling between the rails and the parking as any material best suited may be employed.

If desired, firmly packed soil can be used where it is not required to provide for tractors, threshing rigs and similar outfits having field lugs. Also if desired, soil may be employed thoroughly saturated with crude oil and firmly packed to a depth of six or eight inches, macadam, coarse stones filled with sand and gravel and surfaced with chat, asphalt or the like; or cinders firmly packed.

- WVhen the rails are made in sections, each end of the separate sections is provided with a vertically disposedchannel or groove 8 in which is received the upper portion of a stake 9 driven into the soil, said stake servingto aid the maintenance of the rail section in proper alignment with the remaining sections. Interposed between the upper end portions of adjacent stakes, as particularly illustrated in Figure 3, is a link 10 provided inits opposite end portions with the open recesses 11 each of which recesses receiving an upper portion of a stake when the link 10 is in applied position.

' Each end portion of a rail section is provided in each of its side faces with a longitudinally disposed groove or channel 12 open at the adjacent end of the rail section and having .its inner end portion in communication with a vertically disposed groove or recess 14 extending transversely of the side wall.

A tie or fish plate 15 overlaps the adjacent end portions of the sections of a rail, said plate having its upper and lower marginal portions provided with the inwardly directed flanges 16, the upper flange overlying the upper marginal portions of the rail sections and the lower flange underlying the lower marginal portions of said sections. The ends of tlieplate 15 are provided with the inwardly disposed flanges 17 each of which being adapted to be en gaged within a transverse groove 14. j The plate 15 is also provided at substantially its center with a longitudinally disposed and inwardly directed bead 18 v which is received within the groove or channel 12 of each of the sections. These tie or fish plates 15 serve to maintainjthe rail sections in proper alignment and against creeping and also provide means to effectively maintain in applied osit-ion a filler 19 of asphalt or the like w ich is placed between the opposed ends of. adjacent sections, it being understood that said adjacent sections are slightly spaced one. from the other as is particularly illustrated in Figure 3.

The plates 15 are effectively maintained in applied position by the bolts 20, certain of which being disposedthrough the plates and the adjacent portions of the rail sections; and one of said bolts ,is 'disposed through the plates and the space between 15 particularly designed for use in connection witha rail having a curb and the upper marginal portion of this plate 15 is provided with an inwardly and downwardly disposed flange 26 so designed and-arranged as to snugly engage a curb-2 from above.

It is to be understood that if preferred each of the intermediate bolts 20. may have an eye member such as 25 at eachend or a nut 21, this being a matter of preference although it is of advantage to apply a bolt of a double eye type when it is desired to tie the rails of a multi-track railway.

It is also preferred to have thetie member 24 crimped in order to compensate for contraction and expansion while the crimping of the angular extremities 23 and 23 assures the maintenance of effective engagement of said extremities with either an eye nut 21 or an eye head 25.

It is also preferred that each of the rails R or R or a section comprised in a railv be provided at its transverse center with a depending fiange or tongue 27 disposed the entire length of the rail or section to pro: vide an effective anchor for maintaining the rail or section in applied or set position. The side walls of the flange or tongue 27' are in parallelism and per endicularly related to the under surface 0 .a rail or section whereby the effectiveness of such flange or tongue is materially increased.

In Figure 14, I illustrate an effective means for drainage and especially inlowor marshy places or wherever deemed necessary on account of the character of the soil and by the undulations or depressions of the grade line. As illustrated in, Figure 14, a drain line 28 is disposed transversely of the highway with branch drain lines 29 in communication therewith at desired points therealong andextending in opposite directions and ,in directions lengthwse of the roadway. These branches 29 are disposed on a gradual downward incline or slope toward the drain line 28. The drain linev 28 is positioned in the depressions of the grade line sufliciently dee to minimize the liability of freezing of t e water flowing therethrough and'also to assure the desired sufficiently deep to assure, the water'in the roadway flowing in a direction'away from the rails and seep through the joints of the tile in the drainage lines, as is well known, and through the drain line 28 into a trench 30 at opposite sides of the roadway. It is also preferred that in marshy places the road bed be reinforced by crushed stone or gravel. Each end of a drain line '28 discharges within a shallow concrete gutter 31 placed within a ditch or'trench 30, as particularly illustrated in Figures 7, 8 and 14s.

Each of the gutters'31 should be st'rengtlr ened with a reinforcement similar to that hereinbefore disclosed with respect to a rail or rail section and such gutter should also be 'positioned at the lowest point of the grade'line. The purpose of the gutter 31 is to prevent the water discharged from a drain line28 from cutting back into the parking or roadway. In Figures 7 and 8, the gutter 31 is associated with a rail having a curb 2, said curb-being provided with a recess 32 of requisite length and having its end walls rounded, as at 33, in a direction toward the gutter and with a runway 34; leading from said recess 32 on a suflicient incline to discharge the water passing thereover within the gutter 31. The sides of this runway 34 are defined by the upstanding flanges 35 whereby such runway is of a trough like formation. This runway 34 provides effective means for draining off any water that may have atendency to accumulate upon a rail having a curb 2.

It is to be understood that the runways 34 need not necessarily be of the same width but in each event should be shallow so as not'to hinder vehicles whichmay have to pass thereover in cases of emergency In Figure 13,1 illustrate a roadway'or highway provided with a double track and which is adapted to have in communication with each of the tracks the sidings S, said sidings providing means wherebypassen gers and freght may bereadily loaded 'or unloaded at one side of the main lines of travel. v

In Figure 15, I illustrate a roadway wherein a double trackway is employed, one of said trackways having coacting therewith the sidings S and associated with the sidings S andthe main trackway with which the same'areemp'loyed is'a drainage run way 36 leading to a gutter 31. 5 \Vhere double trackways are used it is to bennde'rstood that the space between said traclrwa'ys [may have disposed "therealong a tr'aek way for trafiic police and for pe Zdest'ria-ns, the same to be arranged preferred. v 7

I do not 'wish to be understood as limiting myself" to the particular location and ari ngement of the main trackways and isidin'gs asdisclosed in the accompan ing drawings as this, of course, will be sub ject to conditions in various localties.

In Fgures 16 and 17, I illustrate a fur-' ther form of reinforcement which may be employed in connection with a rail or rail section and'which embodies the idea of undulated rods 38 arranged at the Sides of a rail or rail section in close proximity to the top thereof and an intermediate rod 39 positioned below the rods 38 at substantally the transverse center of the rail or rail sec tion. These rods 38 and 39 at predetermined points lengthwise thereof are connected by the rods 40 each substantially in the form of a W with the intermediate rise of. the rod provided with a depression 41 receiving the intermediate rod 39 from above; TheeXtr-emities of the intermediate rod 39 are forked, as at 42, so that the same may be readily engaged with a stake 9.

In the embodiment of my invention as illustrated in Figures 13 and 19, the rods 3 are positioned in substantially the same manner as the rods 38 hereinbefore referred to and said rods at predetermined points are connected by the rods 40 also substantially in the form of a W. Resting from above upon the intermediate rise of therods 4:0 is an elongated plate 43 arcuate in cross section with its concave face downwardly disposed. The extremitiesof the plate 43 are provided with the open recesses i l which are also adapted to receive a stake 9. The plate 43 at points lengthwise thereof is provided with the openings 4'5 to facilitate its application in applied position and partcularly when the material of the rail or rail section is in its raw or green state, said openings readily permitting the escape of air which would otherwise have a tendency to be confined therebelow.

In Figure 20, I illustrate a reinforcement which may be employed in connection with a rail or rail section, with a concrete post, concrete wall or other concrete formations. I11 this form the reinforcement comprises the reinforcing members 46 and 47 each substantially in the form of a W.* The member 46 which, when applied, preferably constitutes an end member having its upper marginal portions provided with the cylindrical flanges 48. The coacting member 47 has the upper marginal portion thereof at one side provided with an outwardly disposed arcuate flange 49 adapted to engage with a tubular flange 48 from above while the opposite marginal portion of the member i7 is provided with a tubulanfiange 48 with which may be engaged a flange similar to the flange 49 "of an additional member 47".

From the foregoing description it is thought to be obvious that a concrete structure constructed in accordance with my invention is particularly well adapted foruse reason of the convenience and facility with which it may beassembled and operated, and it will also be obvious that my invention is susceptible of some change and modification without departing from the principles and spirit thereof and for this reason I do not wish to be understood as limitingniyself to the precise arrangement and formation of the several parts herein shown in carrying out my invention in practice except as hereinafterclaimed.

I claim 1. In combination with a roadway having a trench at one side thereof, traffic trackways extending along the roadway, drain lines within the roadway, and a gutter within the trench in which a drain line discharges.

2. In combination with a roadway having a trench at one side thereof, traflic trackways extending along the roadway, drain lines within the roadway, a gutter within the trench in which a drain line discharges, and a runway leading from the upper surface of a trackway and discharging in the gutter.

3. In combination with a roadway, rails embedded therein to provide trackways, the upper surfaces of the rails being substantially flush with the surface of the roadway, said rails being of cementitious material,

' each of said rails at substantially itstransverse center being provided with a depending flange constituting an anchor, the side walls of the flange being in parallelism and substantially perpendicularly related to the under surface of the rail.

4. In combination with a roadway, rails embedded therein to provide trackways, the upper surfaces of the rails being substantially flush with the surface of the roadway, said rails being of cementitious material, and a reinforcement embedded in the rails is substantially the form of a W in cross section, the central corrugation of the reinforcement being of a height less than that of the side walls of the corrugation.

5. A rail of a track for a roadway comprising aligned sections, the pposed ends of adjacent sections being provided with vertically directed grooves, holding stakes driven into the roadway and extending within the grooves, and means for connecting said adjacent ends of the sections.

6. A rail of a track for a roadway comprising aligned sections, the opposed ends of adjacent sections being provided with vertically directed grooves, holding stakes driven into the roadway and extending within the grooves, a. link interposed between the upper portions of the stakes, and means for connecting said adjacent ends of the sections.

7. A rail of a track for a roadway comprising aligned sections, means coacting with and interposed between the ends of the sections to hold the same against creeping, and a filler between the opposed ends of ad jacent sections. s j

8. A rail of atrack for a roadway comprising aligned sections, the adjacent ends of the sections being provided in their. side walls vwith vertically disposed grooves, fish plates overlying the side faces of said adj acent portions of the sections, each of. said fish plates having flanges extending within the grooves in the sections, and means for securing said plates to the sections.

9. A rail of a track for a roadway comprising aligned sections, the adjacent ends of the sections being provided in their side walls with vertically disposed grooves, fish plates overlying the side faces of said adjacent ends of the sections, each of said fish plates having flanges extending within the grooves in the sections, and means for securing said plates to the sections, said plates being provided with flanges lapping the top and bottom faces of the sections.

10. A rail of a track for a roadway coinjrising aligned sections, the adjacent ends of the sections being provided in their side walls with vertically disposed grooves, fish plates overlying the side faces of said adjacent ends of the sections, each of said fish plates having flanges extending within the grooves in the sections, and menas for securing said plates to the sections, said side faces of the sections being provided with longitudinally directed channels open at the ends thereof, the fish plates having inwardly disposed beads seating within said channels.

11. In combination with rails of a trackway, each of the rails of the trackway being sectional, fish plates overlying the end portions of adjacent rails, means for securing said plates to the rails, and a tie rod for the rails of a trackway engaged with such means.

12. In combination with rails of a trackway, each of the rails of the trackway being sectional, fish plates overlying the end portions of adjacent sections, means for securing said plates to the rails, said means including a bolt disposed between adjacent sections and provided with an eye member, and a tie rod connecting the rails of a trackway, each extremity of said tie rod being engaged with one of said eye members.

13. In combination with rails of a trackway, each of the rails .of the trackway being sectional, fish plates overlying the end portions of adjacent sections, means for securing said plates to the rails and disposed between adjacent sections, and a tie rod for the rails of a trackway engaged with such means, said tie rod being undulated.

14. In combination with a roadway, rails embedded therein to provide tracks, the upper surfaces of the rails being substantially flush with the surface of the roadway, the

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upper surfaces of the rails having channels extendinglengthwise thereof, a filler of asphalt within the channels, and an upstanding curb extending along'the outerlongitudinal margin of one of the rails.

15. In combination with a roadway, rails embedded therein to provide tracks, the uppersurfaces of'the rails being, substantially flush with the surface of the roadway, the

H- upper surfaces of the rails having channels extending lengthwise thereof, a filler of asphalt within the channels, and an upstanding curb extending along the outer longitudinal margin of one of the rails, said curb having a recess therein and a runway leading from said recess.

In testimony whereof I hereunto afiiX my signature.

WILLIAM F. DARBY. 

